Translating cargo bed

ABSTRACT

A vehicle includes a vehicle frame, a plurality of wheels and a cargo bed assembly. A cargo bed translation mechanism is operable between the vehicle frame and the cargo bed to translate the cargo bed between a range of positions including a first transport position, a plurality of raised position a variety of loading positions. A cargo bed dumping mechanism is operable for tipping the cargo bed to dump the contents of the cargo bed at least from the transport position and the raised positions.

RELATED APPLICATIONS

This application is a Continuation-in-Part of U.S. patent applicationSer. No. 12/657,937 filed on Jan. 29, 2010 which is incorporated hereinby reference.

U.S. patent application Ser. No. 12/657,937 claimed the benefit of U.S.Provisional Patent Application Ser. No. 61/206,418 filed on Jan. 30,2009 which is also incorporated herein by reference.

FIELD OF THE INVENTION

This invention relates to a vehicle, and in particular a vehicle havinga cargo bed which can be translated between a variety of positions.

SUMMARY OF THE INVENTION

The present translating cargo bed is intended for use with a vehicleincludes a vehicle frame, a prime mover such as an engine, a pluralityof wheels, including, for example, a pair of rear wheels. A cargo bedtranslation mechanism is operatively positioned between the vehicleframe and the cargo bed and is able to translate the cargo bed through arange of positions including a first transport position in which thecargo bed is securely supported for transport and a plurality of otherpositions.

A cargo bed sub-frame supports the cargo bed and is mounted to thetranslation mechanism. The cargo bed sub-frame is preferably adapted toreceive the cargo bed in a sliding fashion so that the cargo bed may beremoved and replaced as needed.

The cargo bed is pivotably mounted to the cargo bed sub-frame at therear end of the cargo bed and a dump mechanism connecting between thecargo bed sub-frame and the cargo bed and is operable for rotating thecargo bed from a level cargo hauling position to a tilted dumpingposition in order to dump out the contents of the cargo bed.

An optional outrigger assembly may be added to the vehicle in order tostabilize the vehicle as the cargo bed is translated rearward toward theloading position. The outrigger assembly includes rear support memberswhich, when deployed behind the rear wheels, contact the ground tostabilize the vehicle when the cargo bed is translated to the rear ofthe vehicle.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of the rear portion of a vehicle with a cargo bedin a transport position.

FIG. 2 is a side view of a the rear portion of a vehicle with a cargobed in a loading position.

FIG. 3 is a side view of the rear portion of a vehicle with a cargo bedtranslation mechanism in a loading position and with the cargo bedseparated from the cargo bed sub-frame.

FIG. 4 is a perspective view of the rear portion of a vehicle with acargo bed translation mechanism in a loading position and with the cargobed separated from the cargo bed sub-frame.

FIG. 5 is a side view showing the cargo bed translation mechanism in atransport position and with the cargo bed tilted in a dumping position.

FIG. 6 is a side view of the cargo bed translation mechanism wherein thecargo bed support frame is elevated to the highest position and thecargo bed tilted up in a dumping position.

FIG. 7 is a perspective of the cargo bed sub-frame with the cargo bedremoved showing the dump mechanism in a retracted position.

FIG. 8 is a perspective view showing the cargo bed sub-frame with thedump mechanism in the extended position and the cargo bed tilted up in adumping position.

FIG. 9 is a perspective view of the translation mechanism in thetransport position.

FIG. 10 is a perspective view showing the translation mechanismpartially extended from the transport position.

FIG. 11 is a perspective view showing the translation mechanism extendedmostly toward the loading position.

FIG. 12 is a perspective view showing the translation mechanism fullyextended in the loading position.

FIG. 13 is a perspective view showing an outrigger assembly mounted to avehicle frame wherein the outrigger assembly is in the stowed position.

FIG. 14 is a side view showing an outrigger assembly in the stowedposition with most of the vehicle frame removed for clarity.

FIG. 15 is a side view showing an outrigger assembly in a firstpartially extended position with most of the vehicle frame removed forclarity.

FIG. 16 is a side view showing an outrigger assembly in a secondpartially extended position with most of the vehicle frame removed forclarity.

FIG. 17 is a side view showing an outrigger assembly in a thirdpartially extended position wherein the foot member is fully extendedrelative to the support leg.

FIG. 18 is a side view showing an outrigger assembly in a fully deployedposition.

FIG. 19 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a transport position.

FIG. 20 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a lowered position.

FIG. 21 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a rearward lowered position.

FIG. 22 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a raised position.

FIG. 23 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a raised rearward position.

FIG. 24 is a side view showing a second embodiment of a translatingcargo bed with the cargo bed in a raised rearward position with a cargobed dump mechanism in an extended position so that the cargo bed istilted up for dumping materials from the cargo bed suitable for dumpingmaterials over a raised obstacle or on to a pile.

FIG. 25 is a top view showing a second embodiment of a translating cargobed with the cargo bed in a forward position.

FIG. 26 is a top view showing a second embodiment of a translating cargobed with the cargo bed in a rearward position.

FIG. 27 is a rear view showing a second embodiment of a translatingcargo bed with the cargo bed in a raised position.

FIG. 28 is a rear view showing a second embodiment of a translatingcargo bed with the cargo bed in a lowered position.

FIG. 29 is a perspective view showing a third embodiment of atranslating cargo bed with the cargo bed in a lowered position.

FIG. 30 is a first perspective view showing the lift drive mechanism forthe third embodiment of a translating cargo bed.

FIG. 31 is a second perspective view showing the lift drive mechanismfor the third embodiment of a translating cargo bed.

FIG. 32 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed in a transport position.

FIG. 33 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed support frame in the transport position andwith the cargo bed tilted up in a dumping position.

FIG. 34 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed in a raised position.

FIG. 35 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed support frame in a raised position and withthe cargo bed tilted up in a dumping position.

FIG. 36 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed in a rearward extended position.

FIG. 37 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed support frame in a rearward extendedposition and with the cargo bed tilted up in a dumping position.

FIG. 38 is a side view showing the third embodiment of the translatingcargo bed with the cargo bed in a rearward lowered position.

FIG. 39 is a side view showing a cargo bed sub-frame and a cargo bedwith a dump mechanism wherein the dump mechanism is latched to the cargobed such that a pivot arm receiving structure mounted to the cargo bedis receiving a pivot arm of the dump mechanism and a locking tangextending from a latch assembly mounted to the cargo bed is engaging anotch defined in a notch plate mounted to the distal end of the pivotarm of the dump mechanism.

FIG. 40 is a side view showing a cargo bed sub-frame and a cargo bedshown in FIG. 40 wherein the latch assembly is unlatched.

FIG. 41 is a side view showing the cargo bed sub-frame and the cargo bedwherein the latch for securing the cargo bed to the dump mechanism isunlatched and wherein the linear actuator of the dump mechanism is in aretracted position.

FIG. 42 is a side view showing the cargo bed sub-frame and the cargo bedwherein the latch for securing the cargo bed to the dump mechanism isnot engaged, wherein the linear actuator of the dump mechanism isretracted, wherein the cargo bed is partially translated toward adisengaging position for removal of the cargo bed from the sub-frame andwherein a notch plate of a pivot arm of the dump mechanism has contacteda reset tang of the latch assembly thereby pivoting the latch assemblyfrom a unlocked position to a locking position.

FIG. 43 is a side view showing the cargo bed sub-frame and the cargo bedwherein the linear actuator of the dump mechanism is retracted andwherein the cargo bed is partially translated toward a disengagingposition to an extent that is greater than is shown in FIG. 42.

FIG. 44 is a side view showing the cargo bed sub-frame and the cargo bedwith a dump mechanism wherein the cargo bed is fully translated to amounted position with respect to the cargo bed sub-frame, wherein thelocking tang of the latch assembly is not engaging the notch plate ofthe pivot arm of the dump mechanism but is in a locking position to doso and wherein the linear actuator of the dump mechanism is retracted.

FIG. 45 is a side view showing the cargo bed sub-frame and the cargo bedwherein the cargo bed is fully translated into a mounted position as inFIG. 44, wherein the locking tang of the latch assembly is not engagingthe notch plate of the pivot arm of the dump mechanism but is in alocking position to do so and wherein the linear actuator of the dumpmechanism is partially extended such that the pivot arm of the dumpmechanism is about to be received by the pivot arm receiving portion ofthe cargo bed and the notch of the notch plate of the pivot arm is aboutto receive the locking tang of the latch assembly which would therebysecure the pivot arm to the cargo bed as shown in FIG. 39.

DETAILED DESCRIPTION OF THE INVENTION

Referring to the drawings, in FIG. 1 a vehicle frame 2A supports a cargobed translation mechanism 10 which is connected to a cargo bed 80.Vehicle frame 2A is conventionally supported by a pair of opposite rearwheels 3. The remainder of the vehicle could be a utility vehicle usedfor grounds maintenance or light construction or the like and wouldtypically include a seat for accommodating an operator, an engine, andappropriate controls for operating the vehicle.

In the embodiment shown in FIGS. 1-13, translation mechanism 10 includesa parallel linkage structure which supports cargo bed 80. The purpose oftranslation mechanism 10 is to translate cargo bed 80, for example,between a transport position as shown in FIG. 1 and a loading positionas shown in FIG. 2 as well as to translate cargo bed 80 to intermediatepositions there between. When in a transport position, cargo bed 80 isgenerally level and preferably located such that the center of gravityof cargo bed 80 and its contents, if any, are located forward of thecenter of rear wheels 3 or axle W of vehicle 2 as shown in FIGS. 1 and9. When in a loading position, for example as shown in FIG. 2, cargo bed80 is translated so that it is at rest on the ground or at leastsupported near ground level preferably behind rear wheels 3.

The movement of translation mechanism 10 between the transport positionshown in FIG. 1 and the position shown in FIG. 2 can be best understoodby referring to FIGS. 9-12 wherein much of the vehicle body has beenremoved for clarity. An axle 3A for mounting rear wheel 3 is shown inFIGS. 9-12 without the wheels for clarity. As can be best seen in FIG.10, translation mechanism 10 includes a rear pivot frame 12, a forwardpivot frame 14, a cargo-bed sub-frame 16 and an actuator 20. As can beseen in FIG. 10, rear pivot frame 12 and forward pivot frame 14 arepivotably mounted at their respective proximate ends to vehicle frame 2Afor rotation about axes A and B respectively. Axes A and B are generallyhorizontal, transverse, parallel to each other and spaced away from eachother in a longitudinal direction. Rear pivot frame 12 and forward pivotframe 14 are also pivotably joined at their respective distal ends tocargo bed sub-frame 16 for rotation about axes C and D respectively.Axes C and D are fixed relative to cargo bed sub-frame 16, are alsogenerally horizontal and transverse and are also spaced away from eachother in a longitudinal direction. As can be further seen in FIG. 10,actuator 20 is operably positioned to connect between vehicle frame 2Aand rear pivot frame 12 by a linkage assembly 22. In this example,actuator 20 is a hydraulic cylinder having a drive rod 21 which isconnected with linkage assembly 22 to smoothly rotate rear pivot frame12 around axis A through a range of motion. Also, in this example, astabilizer link 24 connects between crank arms 24A and 24B which extendfrom 12C and 14C, respectively, and which together stabilize translationmechanism 10. Thus, in order to translate cargo bed sub-frame 16 from atransport position shown in FIG. 9, through intermediate positions shownin FIGS. 10 and 11, to a loading position shown in FIG. 12, actuator 20is activated to cause the simultaneous rotation of rear pivot frame 12and forward pivot frame 14 about their respective axes A and B.

As noted above, rear pivot frame 12, which can be best seen in FIG. 10,may be considered as single frame that is pivotably mounted to vehicleframe 2A for rotation about axis A. In this example, rear pivot frame 12includes a left side member 12A, a right side member 12B, a transversebase tube 12C and a transverse end shaft 12D. The proximate ends of leftside member 12A and right side member 12B are preferably fixed to basetube 12C. Base tube 12C rotates relative to vehicle frame 2A abouthorizontal transverse axis A. Transverse end shaft 12D extends betweenthe distal ends of left side member 12A and right side member 12B androtates about axis C. In order to define a rigid frame, it is preferableto fix the opposite ends of end shaft 12D to the respective distal endsof left and right side members 12A and 12B. In this example, left sidemember 12A and right side member 12B are generally L shaped in order toclear various structures of vehicle frame 2A. This configuration isadvantageous in this example so that translation mechanism 10 occupies aminimum volume when it is in the transport position.

Forward pivot frame 14 may also be considered as single frame which ispivotably mounted to vehicle frame 2A for rotation about axis B. In thisexample, forward pivot frame 14 includes a left side member 14A, a rightside member 14B, a transverse base tube 14C and a transverse end shaft14D. The proximate ends left side member 14A and right side member 14Bare preferably fixed to base tube 14C. Base tube 14C is preferablyadapted for rotating on a shaft (not shown) which is fixed to vehicleframe 2A. Transverse end shaft 14D extends between the distal ends ofleft side member 14A and right side member 14B and is arranged to rotatearound axis D. In order to define a rigid frame, it is preferable toweld or otherwise fix or fasten the opposite ends of end shaft 14D tothe respective distal ends of left and right side members 14A and 14B.As was the case with rear pivot frame 12, in this example, in order toclear various structures of vehicle frame 2A, left side member 14A andright side member 14B of forward pivot frame 14 are generally L shapedand include a first portion and a second portion. The second portions ofleft and right side members 14A and 14B are upright when translationmechanism 10 is in the transport position shown in FIG. 9. The firstportions of left and right side members 14A and 14B are longer than thesecond portions and are also jogged to clear portions of vehicle frame2A. The first portions of left and right side members 14A and 14B aregenerally horizontal when translation mechanism 10 is in the transportposition shown in FIG. 9.

Cargo bed sub-frame 16 is shown in isolation in FIG. 7. In this example,cargo bed sub-frame 16 is a rigid frame and the various components ofsub-frame 16 are generally oriented in a horizontal plane. Sub-frame 16includes two longitudinal beam assemblies 16A and 16B that areinterconnected by a transverse tube 16C at one end and a transversemember 16D mounted toward the opposite end. Transverse tube 16C ismounted for rotation about axis F on a transverse shaft 16C1 that iswelded or otherwise fixed to sub-frame 16 between beam assemblies 16Aand 16B. Longitudinal beam assemblies 16A and 16B further includeupright end members 16A1 and 16B1 which further include concentricbushings 16E and 16F adapted for receiving end shaft 14D of forwardpivot frame 14. Although end shaft 12D of rear pivot frame 12 is not apart of cargo bed sub-frame 16, it is nevertheless shown in FIG. 7 asbeing received by two bushings 16G and 16H mounted in oppositelongitudinal beam assemblies 16A and 16B. When cargo bed sub-frame 16 istranslated as shown in FIGS. 9-12, it remains substantially level. Cargobed sub-frame 16 remains level, as is the case with a parallel linkage,because ideally, the distance between axes A and C is constant and isequal to the distance between axes B and D which is also constant, andthe distance between axes C and D is constant and is equal to thedistance between axes A and B which is also constant.

As noted above, cargo bed sub-frame 16 is adapted for receiving andsupporting cargo bed 80 as shown in FIGS. 1 and 2. Accordingly,longitudinal beam assemblies 16A and 16B of sub-frame 16 present twohorizontally extending pins 16A2 and 16B2 located at the back end ofsub-frame 16 that are adapted for receiving corresponding latch elementsassociated with cargo bed 80. Pins 16A2 and 16B2 are centered on ahorizontal, transverse axis E shown in FIG. 7. Once cargo bed 80 ispositioned so that its latches engage pins 16A2 and 16B2 it is possibleto tilt cargo bed 80 about axis E through a range of positions between acargo hauling position shown in FIG. 1 and a cargo dumping positionshown in FIG. 8. As can be seen in FIG. 8, cargo bed 80 includes alatching mechanism 84 for engaging cargo bed sub-frame 16. In thisexample, the latching mechanism has three latches, left and right latchplates 84A and 84B and forward latch plate 84C. Left and right latchplates 84A and 84B are adapted to receive pins 16A2 and 16B2 extendinglaterally from the back end of cargo bed sub-frame 16 when cargo bed 80is slid forward onto sub-frame 16. Forward latch plate 84C is orientedvertically and has a notch for receiving a generally horizontallyoriented actuator plate 406 which is associated with dump mechanism 400and which will be described in greater detail below. When a latchmechanism handle 84D is placed in a latching position, latch plate 84Cengages actuator plate 406 and latch plates 84A and 84B capture andreceive pins 16A2 and 16B2 thus securing cargo-bed 80 to cargo sub-frame16.

A particularly useful feature of this cargo bed system is that cargo bed80 may be tilted to the dumping position shown in FIG. 8 even when cargobed 80 is not in the transport position shown in FIG. 1. For example,cargo bed 80 may be tilted to dump its contents when translationmechanism 10 is in the raised position shown in FIG. 10. This capabilitywould be useful for dumping cargo bed contents over an obstacle into anenclosed area or into the bed of another vehicle such as a pick-uptruck. As can be best seen in FIGS. 8 and 9, a dump mechanism 400,mounted to cargo bed sub-frame 16 operates to tilt cargo bed 80 from acargo hauling position shown in FIG. 1 to a raised cargo dumpingposition shown in FIG. 8. Dump mechanism 400 includes an actuator 402that moves between a retracted position shown in FIG. 7 and an extendedposition shown in FIG. 8. Actuator 402 in this example is a hydrauliccylinder including a drive rod 402D. As can be best seen in FIG. 7, theproximate end of actuator 402 is pivotably mounted for rotation aboutaxis G to the distal ends of a pair of members that extend away fromtransverse tube 16C. Transverse tube 16C, as noted above, pivots aboutaxis F. A pair of straps 402A and 402B pivotably engage the proximateend of actuator 402 for rotation about axis G and slidably engage endshaft 12D of rear pivot frame 12. A second pair of straps 406A and 406Bshown in FIG. 7 which are pivotably mounted to sub-frame 16 for rotationabout axis E laterally stabilize actuator plate 406 which is mounted tothe end of drive rod 402D of actuator 402. Thus, as drive rod 402D ofactuator 402 extends, the proximate end of actuator 402 drops as tube16C rotates counter clockwise as viewed from the vantage point of FIG.7. This provides leverage for actuator 402 as it continues to extend.Thus, as drive rod 402D of actuator 402 continues to extend, actuatorplate 406 is raised which causes cargo bed 80 to pivot about axis Ebetween the level cargo hauling position of FIG. 1 to the tilted cargodumping position shown in FIGS. 5, 6 and 8.

In this embodiment, a “cargo bed” is merely one of number of usefulstructures that can be mounted to cargo bed sub-frame 16. For example,cargo bed 80 could be replaced by a unit for drilling fence post holes,or a unit having a tank for distributing fertilizer liquids, or anextendable scaffold structure having a scissors lift for use inconstruction. Thus the term “cargo bed” could be equated with a moregeneral term such as “utility apparatus”. Cargo bed 80 is adapted to bean interchangeable unit having standard mounting provisions forattaching to a cargo bed sub-frame as described above. Thus, cargo bed80 may be interchanged with other cargo beds of the same configurationor even other cargo beds of different configurations adapted forspecialized purposes. For example, one cargo bed may be designed forcarrying lawnmowers or landscaping tools while another cargo bed mayhave a specialized design for carrying bulk materials such as mulch orsoil. Still another cargo bed may be designed to carry brush or treebranches or any other form of carrier for general hauling or forspecialized tasks. Accordingly, a family including a multitude of “cargoattachments” may be developed for use with cargo bed sub-frame 82.

The above described mechanism provide a number of capabilities for useby the operator of a vehicle having a cargo bed. When translationmechanism 10 is in a fully raised position as shown in FIG. 6 and whencargo bed 80 is fully tilted as shown in FIG. 6, it may be possible tounload bulk material to be received by an elevated container or vehicle.Because cargo bed 80 may be translated to a loading position as shown inFIG. 2 and then released as shown in FIG. 3, it is possible for anoperator to use the front end of vehicle 2, if it is equipped with amaterial moving blade or bucket, to push material into cargo bed 80 andthen pick up cargo bed 80 for transport. Still further, because cargobed 80 may be released as shown in FIG. 3, it becomes possible for anoperator to deliver a cargo bed to a location and to pick up a cargo bedfrom a location. This can be done to distribute, pick up or relocateitems as needed, for example, in a grounds keeping operation.Accordingly, with the capabilities described above, a vehicle becomeshighly productive and versatile.

If cargo-bed 80 is heavily loaded when it translated to a rearwardextended position as shown in FIG. 2, the possibility exists that thecombined center of gravity of the vehicle and cargo-bed 80 may shift toa location behind the axis of wheels 3. This could cause the front endof vehicle 2 to tip up in an unsafe manner. Accordingly, the apparatusoptionally includes an outrigger installation 200 which is normallyretracted as shown in FIGS. 13 and 14 and which deploys to stabilize thevehicle prior to the cargo-bed moving to a deployed position as shown inFIG. 18. Outrigger installation 200 is an example solution forstabilizing vehicle 2 when its center of gravity shifts to the rear ofthe vehicle. Those skilled in the art will readily appreciate how anumber of various deployable structures may be employed to stabilize theback end of vehicle 2. Outrigger installation 200 is shown in FIGS.13-18. As can be seen in FIG. 14, outrigger installation 200 is mountedto the back end of vehicle 2 behind axle W. As can be seen in FIG. 13,outrigger installation 200 includes two generally identical outriggerassemblies 202A and 202B.

Outrigger installation 200 may be better understood by considering oneof the two generally identical outrigger assemblies 202A and 202B.Outrigger assemblies 202A and 202B are fixed to an outrigger tube 202Twhich is, in turn, rotatably carried by shaft 22A. Thus, for ease ofillustration, we will consider outrigger assembly 202A while rememberingthat what is said about outrigger assembly 202A is also true ofoutrigger assembly 202B. Outrigger assembly 202A includes a leg member204A and a foot member 206A. Although the operation of outriggerassembly 202A will be described in greater detail below, the skilledreader should understand outrigger installation 200 is arranged so thatoutrigger assemblies 202A and 202B deploy and retract in unison. Thus wecan describe the motion both outrigger assemblies by considering themotion of outrigger assembly 202A as follows as outrigger assemblydeploys from the stowed position shown in FIG. 14 to the deployedposition shown in FIG. 18: (a) Leg member 204A rotates in a clockwisedirection as viewed in FIG. 14 about its proximate end. Leg member 204Ais fixed to outrigger tube 202T which is at least indirectly rotatablymounted to vehicle frame 2A. The rotation of outrigger tube 202T isactuated by actuator 230. (b) As the leg member 204A rotates away fromthe stowed position, foot member 206A rotates about its proximate endwhere it is rotatably mounted to the distal end of leg member 204A in acounterclockwise direction as viewed in FIG. 14 from a folded positionas shown in FIG. 14 to an extended position shown in FIG. 18, and, footmember 206A preferably completes its rotation relative to leg member204A and reaches its extended position relative to leg member 204Asubstantially before leg member 204A completes its rotation to itsdeployed position.

Outrigger assembly 202A is able to fold up into a relatively smallvolume as shown in FIG. 14 because leg member 204A has an open U shapedchannel which is adapted for receiving foot member 206A. The centerflange of the U shaped channel of leg member 204A is offset from thedistal end of leg member 204A in order to present an recessed edge thatengages foot member 206A when foot member 206A reaches the extendedposition shown in FIG. 18 thereby. This makes it possible for outriggerassembly 202A, when in the deployed position shown in FIG. 18, tofunction as a rigid load transferring support for stabilizing thevehicle should the center of gravity shift behind the rear wheels of thevehicle as described above.

Outrigger assemblies 202A and 202B are fixed to a transverse tube 202Twhich is, in turn, rotatably carried by transverse shaft 22A forsimultaneous motion. We will describe the mechanism associated withoutrigger assembly 202A which regulates the timing of the relativemotions of leg member 204A and foot member 206A as outrigger assembly202A moves from the stowed position to the deployed position. Thefollowing description is undertaken from the vantage point of FIGS.14-18 which is the vantage point of an observer positioned away from thevehicle on the left side. The deploying motion of outrigger assembly202A is actuated by the rotation of tube 202T. The rotation of tube 202Tmay be powered by any one of a number of types of actuators. In thisexample, a hydraulic cylinder 230 connects between vehicle frame 2A anda linkage 240 fixed to tube 202T. Thus, tube 202T rotates between afirst position corresponding to the stowed position for outriggerinstallation 200 as shown in FIG. 14 and a second position correspondingto a deployed position for outrigger installation 200 as shown in FIG.18.

The timing of the relative motion between leg member 204A and footmember 206A is regulated by a timing mechanism 300 which is mounted tooutrigger assembly 200A and connected by a shaft 206S to outriggerassembly 200B on the opposite side of outrigger installation 200. Timingmechanism 300 includes a sprocket lobe 301, a first sprocket 302, asecond sprocket 304, an endless timing chain 306 connecting betweenfirst sprocket 302 and second sprocket 304 and an idler sprocket 303.Idler sprocket 303, which is optional, is rotatably mounted to legmember 204A and functions to restrict timing chain 306 to a smallervolume. Sprocket lobe 301 is rotatably mounted to transverse tube 202Tbut is spring biased in a counterclockwise direction against astationary stop by a spring assembly 305 in the position shown in FIG.14. First sprocket 302 is fixed to sprocket lobe 301. Second sprocket304 is fixed to the proximate end of foot member 206A. A shaft 206Swhich can be most easily seen in FIG. 13 is fixed to second sprocket 304(and foot member 206A) and extends to the opposite side of outriggerinstallation 200 where it is fixed to the opposite foot member 206B ofoutrigger assembly 202B. With these relationships in mind, it ispossible to determine the relative motion between leg member 204A andfoot member 206A as tube 202T, to which leg member 204A is fixed, isrotated clockwise by actuator 230 (See FIGS. 14-18). As leg member 204Arotates clockwise, first sprocket 302 remains stationary with respect toframe 2A. This causes second sprocket 304 to rotate relative to legmember 204A as leg member 204A rotates about its proximate end. Sincesecond sprocket 304 is fixed to the proximate end of foot member 206A,foot member 206A rotates in an opposite counter clockwise direction withrespect to the distal end of leg member 204A as leg member 204A rotatesclockwise. Because second sprocket 304 is substantially smaller thanfirst sprocket 302, foot member 206A rotates at a higher rate than legmember 204A. Accordingly, as demonstrated in FIG. 17, leg member 204Ahas rotated approximately 160 degrees clockwise with respect to vehicleframe 2A while foot member 206A has rotated approximately 270 degreescounterclockwise with respect to foot member 204A. FIG. 17 shows theconfiguration of outrigger assembly 202A at the instant when foot member206A has come in contact with the recessed edge of the center flange ofleg member 204A. When foot member 206A thus contacts leg member 204A,second sprocket 304 stops rotating which in turn stops the movement ofsprocket chain 306 as leg member 204A and foot member 206A continue torotate as a unit to the position shown in FIG. 18. As the rotation of asleg member 204A and foot member 206A proceeds to the deployed positionshown in FIG. 18, sprocket chain 306 forces the rotation of firstsprocket 302 and sprocket lobe 300 which is fixed to sprocket 302 torotate clockwise relative to vehicle frame 2A against the bias of springmember 305. As can be seen in FIG. 18, spring member 305 is deflectedand sprocket lobe 300 has been rotated with respect to vehicle frame 2Ain the clockwise direction by an angle corresponding to the angle ofrotation of leg member 204A occurring between FIGS. 17 and 18.

FIGS. 19-24 illustrate a second embodiment for a translation mechanism.As can be seen in FIG. 19, translation mechanism 510 is mounted tovehicle 502 having a vehicle frame 502A and generally includes ahorizontal rail assembly 512, a mast assembly 520 and a cargo bed 580.In practice, horizontal rail assembly 512 and mast assembly 520preferably include left and right rails or members as will be describedin greater detail below. However, for simplicity, the description belowmay describe one side of the installation to teach the structure andfunction of the installation's components.

A horizontal carriage assembly 524 carries mast assembly 520 and moveshorizontally along rails 512A and 512B through a range of motion betweenthe forward position shown in FIG. 22 and the rearward position shown inFIG. 23. Horizontal rail assembly 512, in this example, includes twoparallel, spaced generally horizontal rails 512A and 512B. Mast assembly520, in this example, includes two parallel upright mast rails 522A and522B which are spaced sufficiently close to each other so that they canmove between horizontal rails 512A and 512B of horizontal rail assembly512 while moving between the forward position shown in FIG. 22 and therearward position shown in FIG. 23. Horizontal carriage assembly 524 mayemploy powered rollers for engaging rails 512A and 512B, or powered gearwheels which engage linear racks disposed on one of the surfaces of oneof or both of rails 512A and 512B or some other appropriate means wellknown by those skilled in the art for effecting low friction, poweredcontrollable linear movement.

Cargo bed 580 is carried by a cargo bed sub-frame 582. Cargo bed 580 ispivotably mounted to cargo bed sub-frame 582 to rotate about axis Abetween a level hauling position shown in FIG. 23 through a range ofmotion to a tilted dumping position shown in FIG. 24. As can be seen inFIG. 24, a dump mechanism 640 is employed to power the tilting motion ofcargo bed 580. Dump mechanism 640 may preferably be arranged verysimilarly to dump mechanism 400 described above.

Cargo bed sub-frame 582 is, in turn, mounted to a vertical carriageassembly 530 which makes it possible to translate cargo bed sub-frame582 and cargo bed 580 up and down in a range of motion including alowered position shown in FIG. 20 and a raised position shown in FIG.22. Vertical carriage assembly 530 is mounted to upright mast rails 522Aand 522B of mast assembly 520 and is adapted for powered controlledmovement up and down mast rails 522A and 522B. The skilled reader shouldbear in mind only vertical motion is discussed in this connection. Whenthis vertical range of motion is combined with the horizontal range ofmotion described above, cargo bed 80 may be translated to any positionwithin an envelope E shown in FIG. 21. In order to accommodate thisrange of motion, in this example, the space between rear wheels 502W andrails 512A and 512B is open to accommodate upright mast rails 522A and522B and at least the lower portions cargo bed 580 and cargo bedsub-frame 582.

Because of the ranges of motions of translating mast assembly 520 andmast shuttle assembly 530, as described above, it is possible to effectany of the following types of motion: (a) raising cargo bed assembly 580from a transport position shown in FIG. 19 to a raised position shown inFIG. 22. (b) Translating cargo bed 580 and raising cargo bed 580 from atransport position shown in FIG. 19 to an elevated rearward extendedposition shown in FIG. 23. (c) Translating cargo bed 580 from atransport position shown in FIG. 19 to a lowered position shown in FIG.20. (c) Translating cargo bed 580 from a transport position shown inFIG. 19 to a lowered and rearward extended position shown in FIG. 21.Accordingly, an operator may use the modes of movement described aboveto place cargo bed assembly 580 anywhere in an envelope E as shown inFIG. 21. Moreover, by adding dump mechanism 640 as shown in FIG. 24, itis possible to dump the contents of cargo bed 580 from nearly anyposition within envelope E including from a raised and rearward extendedposition as shown in FIG. 24. As the skilled reader will observe, FIG.24 shows contents C of cargo bed 580 being dumped over an obstacle Oonto a pile of material M. Cargo bed 580 may be used as a workingplatform when elevated as shown in FIG. 22 or from other locationswithin envelope E shown in FIG. 21. Still further, an outrigger assemblysuch as the one described above may be needed to prevent the combinedcenter of gravity of the vehicle and cargo bed 580 (when loaded) fromtranslating behind the center of rotation of wheel 502W. The skilledreader may also appreciate it may not be possible to operate the dumpmechanism shown in FIG. 24 from the loading positions shown in FIGS. 20and 21 because the dump mechanism can not rotate to provide leverage foractuator 402 when cargo bed sub-frame 582 is resting on ground surfacein a loading position.

An second optional dump mechanism 700 for actuating the tilting motionof cargo bed 580 is also shown in phantom in FIGS. 23 and 24. Secondoptional dump mechanism 700 an actuator portion 700A which could be alinear actuator or a hydraulic cylinder and a drive rod portion 700Bwhich moves through a range of motion including a retracted positionshown in FIG. 23 and an extended position shown in FIG. 24. Dumpmechanism 700 connects between an attach point 582A1 of sub-frame 582and an attach point 580A2 near the back end of cargo bed 580 which isspaced in a vertical direction away from axis A. The connection betweendrive rod portion 700B and cargo bed attach point 580A2 is preferablyreleasable so that cargo bed 580 may be removed from cargo bed sub-frame582 as needed. An advantage of second optional dump mechanism 700 isthat it does not interfere with the ground when extend even whensub-frame 582 is at rest on the ground as shown in FIG. 21.

FIG. 25 should be understood as showing a top view of vehicle 502 whencargo bed 580 is in one of the positions shown FIG. 19, 20 or 22 orwithin a range of positions between those positions and thus shows thehorizontal location of the cargo bed when mast assembly 520 is in aforward position. FIG. 26 should be understood as showing a top view ofvehicle 502 when cargo bed 580 is in one of the positions shown FIG. 21or 23 or within a range of positions between those positions and thusshows the horizontal location of the cargo bed 580 when mast assembly520 is in a rearward position. FIG. 27 should be understood as showing arear view of vehicle 502 when cargo bed 580 is in one of the positionsshown FIG. 22 or 23 or within a range of positions between thosepositions and thus shows the position of cargo bed 580 when verticalcarriage assembly 530 is in a raised position. FIG. 28 should beunderstood as showing a rear view of vehicle 502 when cargo bed 580 isin one of the positions shown FIG. 20 or 21 or within a range ofpositions between those positions and thus shows the position of cargobed 580 when vertical carriage assembly 530 is in a lowered position.

FIGS. 29-38 illustrate a third embodiment including a cargo bed 880 anda translation mechanism 810. When considering the third embodiment, theskilled reader is encouraged to consider the configuration on one sideof the vehicle with the understanding that the same configuration isrepeated symmetrically on the opposite side of the vehicle. In thisembodiment, cargo bed 880 is supported by a cargo bed sub-frame 882.Translation mechanism 810 is mounted to a vehicle frame 802. As isconventional, vehicle frame 802 includes wheels 802A. Translationmechanism 810 includes a transverse shaft 804, opposite arms 816, lowersprockets 832, upper sprockets 834, and a drive unit 850. Transverseshaft 804 is rotatably mounted to vehicle frame 802 for rotation about afirst transverse axis A-A shown in FIG. 29. The rotation of shaft 804 ispowered by drive unit 850. With the exception of a means for angularadjustment which will be described below, arms 816 are fixed to theopposite ends of shaft 804. Although drive unit 850 will be described ingreater detail below, it is sufficient to understand that drive unit 850is operable for controllably rotating shaft 804 and arms 816 between atransport position shown in FIG. 32 and a loading position shown in FIG.38. While each arm 816 is fixed to shaft 804 at the lower end of eacharm 816, cargo bed sub-frame 882 is pivotably mounted to the upper endsof arms 816 at bearings 818 for rotation of sub-frame 882 about a secondtransverse axis BB with respect to arms 816. Axis BB can also be seen inFIG. 29.

An important feature of translation mechanism 810 is the combination oflower sprockets 832, upper sprockets 834 and chains 836. Thiscombination of sprockets and chains is operable for maintaining agenerally parallel relationship between vehicle frame 802 and cargo bedsub-frame 882 (and cargo bed 880 when it is not tilted for dumping) ascargo bed 880 is translated between the transport position shown in FIG.32 and the loading position shown in FIG. 38. With reference to FIGS. 29and 32, lower sprocket 832 is fixed to shaft 804. However, an angularadjustment device is interposed between lower sprocket 832 and shaft804. Lower sprocket 832 is actually fixed to the outboard end of anadjustment sleeve 804A. Adjustment sleeve 804A has a radial flange 804A1at its inboard end that is tangentially slotted and that is adjustablybolted to a shaft flange 804A2. Shaft flange 804A2 is fixed to shaft 804and extends radially from shaft 804. Shaft flange 804A2 presents apattern of bolts that register with the tangential slots of radialflange 804A1 of adjustment sleeve 804A. This arrangement makes itpossible to adjust the angular position of arm 816 in relation to shaft804 in order to maintain parallelism between frame 802 and cargo bedsub-frame 882. This is necessary because, with any mechanism, wear andtear will occur and components will move out of adjustment. Except forsuch occasional adjustments, adjustment sleeve 804A should be regardedas being fixed to shaft 804.

While lower sprocket 832 is fixed to shaft 804, upper sprocket 834 isfixed to cargo bed sub-frame 882. Because lower sprocket 832 and uppersprocket 834 are connected by chain 836, when arm 816 rotatescounter-clockwise, upper sprocket 834 and cargo bed sub-frame 882 rotateclockwise with respect to arm 816. Because sprockets 832 and 834 havethe same number of teeth, the counter rotation of sub-frame 882 matchesthe rotation of arm 816, thereby maintaining the parallel relationshipbetween vehicle frame 802 and cargo bed sub-frame 882. Those skilled inthe art will appreciate that the above described components oftranslation mechanism 810 should be fashioned from steel or othersuitable tough strong materials as are typically selected by thoseskilled in the art for fashioning such components and structures.

Drive mechanism 850 can be best understood by referring to FIGS. 30 and31. Drive mechanism 850 is operable for converting the linear movementof a hydraulic cylinder into the rotational movement of shaft 804. Ascan be seen in FIGS. 30 and 31, drive mechanism 850 includes a twodirectional hydraulic cylinder 852 which is fixed to vehicle frame 802and operates to translate a clevis 854. Clevis 854 carries a transverseshaft 854A to which a set of sprockets 856 are rotatably mounted. Clevis854 is fixed to the distal end of the piston rod of hydraulic cylinder852 which is not shown. With regard to drive mechanism 850, the skilledreader should understand that only the piston rod of hydraulic cylinder852, clevis 854, shaft 854A and sprockets 856 translate with respect tovehicle frame 802. As noted above, hydraulic cylinder 852 is fixed tovehicle frame 802.

Drive mechanism 850 also includes an arrangement of sprockets andcorresponding chains that are arranged to rotate a collar 874. Collar874 is fixed to shaft 804, so that when it is rotated through the rangeof angular movement, shaft 804 and arms 816 rotate between the transportposition shown in FIG. 32 and the loading position shown in FIG. 37. Aset of sprockets 876 are fixed to collar 874. Drive mechanism 850, inthis example, employs four chains but only two of the four chains on oneside of the mechanism are shown for clarity. Thus, in FIGS. 30 and 31 wecan see how an outboard chain 860 and an inboard chain 870 areassociated with frame 802 and sprockets 856, 858 and 876 and how theywork to convert linear motion to rotational motion. Outboard chain 860is anchored to a bracket 862 which is fixed to frame 802. Outboard chain860 wraps around a sprocket 856 which is mounted to clevis 854 and thenwraps around one of sprocket 876 where its opposite end is anchored tosprocket 876 at link 860A. As can be seen in FIG. 30, sprocket 876 isfixed to collar 874 which is fixed to shaft 802. Thus, when clevis 854translates from a position close to bracket 862 to the position shown inFIG. 30, sprockets 876, collar 874 and shaft 804 will rotate in aclockwise direction as shown in FIG. 30 which corresponds to acounter-clockwise direction of rotation as shown in FIG. 32. Inboardchain 870 is anchored to a bracket 864 which is generally spaced awayand opposite from bracket 862. Bracket 864 is also fixed to frame 802.As can be best understood by referring to FIGS. 30 and 31, inboard chain870 wraps around one of sprockets 856, then wraps around idler sprocket858 (which is also rotatably mounted to frame 802) and then is anchoredto one of sprockets 876. When clevis 854 translates from the positionshown in FIG. 30 to a position close to bracket 862, sprockets 876,collar 874 and shaft 804 will rotate in a counter-clockwise direction asshown in FIG. 30 which corresponds to a clockwise direction of rotationas shown in FIG. 32. Two chains are needed, because, as the skilledreader can appreciate, drive chains 860 and 870 can only transmit loadswhen in tension and can not transmit any forces when in compression.Those skilled in the art will appreciate that the above describedcomponents of drive mechanism 850 should be fashioned from steel orother suitable tough strong materials as are typically selected by thoseskilled in the art for fashioning such components and structures.

As has been described and shown with earlier embodiments describedabove, cargo bed 880 is preferably pivotably mounted to cargo bedsub-frame 882 to permit the tilting and dumping action shown in FIGS. 34and 38. FIGS. 39-45 illustrate an example dump mechanism 910 andsecuring components which include components that are operable forreleasably securing cargo bed 880 to sub-frame 882 and that are operablefor tilting cargo bed 880 with respect to sub-frame 882 between a level,transport position and a tilted position suitable for dumping out thecontents of cargo bed 880. The capability of alternately securing andremoving a cargo bed make it possible for an operator of a utilityvehicle to drop off and pick up cargo beds which are either filled withor emptied of materials or even replace a cargo bed with another item orapparatus such as a sprayer module for spraying herbicides and the like.All that is required is that the substitute apparatus have interfacesthat are compatible for sliding onto and securing to sub-frame 882.

FIGS. 39-45 illustrate an example arrangement for dump mechanism 910.More particularly FIGS. 39-45 show an example arrangement that isoperable for removing and replacing cargo bed 880 from sub-frame 882 andthat is also operable for tilting cargo bed 880 from a level position toa dumping position. As can be seen in FIG. 39, cargo bed 880 includes abed tilt mechanism 910. The skilled reader should understand that thisdescription of bed tilt mechanism 910 considers one side of the cargobed. The skilled reader will appreciate that a practical mechanism willhave identical symmetrical structures on both sides of cargo bed 880 andsub-frame 882 of the type that will be described below.

In this example, bed tilt mechanism 910 includes components that aremounted to sub-frame 882 and cooperating components that are mounted tocargo bed 880. First, we will consider the components of bed tiltmechanism 910 that are mounted to cargo bed sub-frame 882. As can beseen in FIG. 39, the portion of bed tilt mechanism 910 mounted tosub-frame 882 includes a pivot arm 912 and a two way linear actuator914. In this example, linear actuator 914 is a hydraulic cylinder. Ascan be seen in FIG. 39, the proximate end of pivot arm 912 is pivotablymounted to a short transverse shaft 884 that is fixed to the side ofsub-frame 882 near the rear end of sub-frame 882. A notch plate 912A isfixed to the distal end of pivot arm 912. Notch plate 912A presents anotch 912A1. Hydraulic cylinder 914, is a typical two way hydrauliccylinder that includes a cylinder portion 914A and a piston portion 914Bwith an extending piston rod 914B1. Cylinder portion 914A is pivotablyconnected at its proximal end to sub-frame 882 toward the front end ofsub-frame 882. The distal end of piston rod 914B1 is pivotably connectedto the distal end of pivot arm 912. Thus, as piston rod 914B1 isextended and retracted, pivot arm 912 pivots about shaft 884counterclockwise and clockwise respectively as viewed from theperspective of FIGS. 39-45. The full extension of piston rod 914B1,which is not shown in FIGS. 39-45, will tilt cargo bed 880 to thedumping position shown in FIG. 37.

Cargo bed 880 includes a pivot arm receiving structure 980 and a latchmechanism 990 that cooperate with the other components of bed tiltmechanism 910 described above. Receiving structure 980 is shaped toreceive pivot arm 912 and is operable for transferring loads betweenpivot arm 912 and cargo bed 880. Further, receiving structure 980includes a recess 982 at its lower end that is adapted to receive shaft884 of sub-frame 882. Latch mechanism 990 is operable for selectivelyengaging notch 912A1 of notch plate 912A which, as noted above, ismounted to the distal end of pivot arm 912. Latch mechanism 990, in thisexample, is a spring biased over-center arrangement with two nearlyopposite tangs, a locking tang 992A and a reset tang 992B. When latchmechanism 990 is in a first locking position so that locking tang 992engages notch 912A1 as shown in FIG. 39, pivot arm 912 is fixed relativeto receiving structure 980 and, in turn, cargo bed 880. With sufficientleverage provided by a handle which is not shown, latch mechanism 990 isrotated against its over-center spring bias in a clockwise direction (asseen from the perspective of FIGS. 30 and 40) from the first lockingposition to a second unlocked position. When latch mechanism 990 is inthe second unlocked position, locking tang 992A is rotated away fromnotch 912A1 and reset tang 992B is rotated down as shown in FIG. 40. Theover center spring bias is also present when latch mechanism 990 is inthe second unlocked position thereby tending to hold latch mechanism 990in the unlocked position. Prior to translating cargo bed 880 away fromsub-frame 882, piston 914B is fully retracted as shown in FIG. 41. Ascan be seen in FIG. 42, as cargo bed 880 is further translated toward afully translated position appropriate for its disengagement and removal,the upper corner of notch plate 912A bumps the depending end of resettang 992B. This causes latch mechanism 990 to rotate counter-clockwise(as seen from the perspective of FIG. 42) and reset. Because of theover-center spring pressure applied by spring 991, latch mechanism 990returns to the first locking position as shown in FIG. 42 (as well asFIGS. 43-45 and 39) and remains in that position. Once cargo bed 880 isin a mounted position with respect to sub-frame 882 as shown in FIG. 44and when pivot arm 912 is rotated from the retracted position shown inFIG. 44 and through the positions shown in FIGS. 45 and 39 (in the orderrecited here), notch plate 912A returns to the position shown in FIG. 39with locking tang 992A1 engaging notch plate 912A thereby fixing pivotarm 912 relative to cargo bed 880. Thus, with pivot arm 912 securedrelative to cargo bed 880 as described above, it is once again possibleto rotate cargo bed 880 from a level position to a dumping position.Those skilled in the art will appreciate that the above describedcomponents of dump mechanism 910 should be fashioned from steel or othersuitable tough strong materials as are typically selected by thoseskilled in the art for fashioning such components and structures.

It is to be understood that while certain forms of this invention havebeen illustrated and described, it is not limited thereto, except in sofar as such limitations are included in the following claims andallowable equivalents thereof.

I claim:
 1. A translating cargo bed assembly operable for use with a vehicle having a vehicle frame, comprising: (a) a cargo bed sub-frame including a transversely extending hub shaft, (b) a translation mechanism connecting between the vehicle frame and the cargo bed sub-frame, the translation mechanism operable for translating the cargo bed assembly between at least a transport position in which the cargo bed assembly is mounted on the vehicle in a position suitable for transporting the cargo bed assembly and a loading position wherein the cargo bed assembly is in a lowered position behind the vehicle, the translation mechanism arranged such that the cargo bed sub-frame remains in a generally level orientation in relation to the vehicle when the cargo bed assembly moves between the transport and loading positions, (c) a cargo bed slidably mounted to the cargo bed sub-frame, such that the cargo bed may be translated between a first mounted position and a second unmounted position, (d) at least one tilt mechanism including a pivot arm and a linear actuator, the pivot arm having proximal and distal ends, the proximal end of the pivot arm rotatably mounted to the hub shaft of the cargo bed sub-frame, the linear actuator having proximal and distal ends and operable for movement between a retracted position and an extended position and also operable for movement to a partially extended position between the retracted and extended positions, the proximal end of the linear actuator pivotably connected to the sub-frame and the distal end of the linear actuator pivotably connected to the distal end of the pivot arm, (e) a pivot arm receiving structure fixed to the cargo bed operable for receiving the pivot arm of the tilt mechanism when the cargo bed is mounted to the sub-frame, and, (f) a latch mechanism for selectively securing the pivot arm to the pivot arm receiving structure.
 2. A cargo bed assembly, comprising: (a) a cargo bed sub-frame including a transversely extending hub shaft, (b) a cargo bed slidably mounted to the cargo bed sub-frame, such that the cargo bed may be translated between a first mounted position and a second unmounted position, (c) at least one tilt mechanism including a pivot arm and a linear actuator, the pivot arm having proximal and distal ends, the proximal end of the pivot arm rotatably mounted to the hub shaft of the cargo bed sub-frame, the linear actuator having proximal and distal ends and operable for movement between a retracted position and an extended position and also operable for movement to a partially extended position between the retracted and extended positions, the proximal end of the linear actuator pivotably connected to the sub-frame and the distal end of the linear actuator pivotably connected to the distal end of the pivot arm, the distal end of the pivot arm also presenting a notch, (d) a pivot arm receiving structure fixed to the cargo bed operable for receiving the pivot arm of the tilt mechanism when the cargo bed is mounted to the sub-frame, and, (e) a latch mechanism for selectively securing the pivot arm to the pivot arm receiving structure including a pivoting member that presents a locking tang operable for selectively engaging the notch at the distal end of the pivot arm and securing the pivot arm to the receiving structure of the cargo bed when the pivot arm is received by the receiving structure of the cargo bed.
 3. The cargo bed assembly of claim 2, wherein: the distal end of the pivot arm includes a notch plate that presents a notch, and the latch mechanism includes a pivoting member including a locking tang and a reset tang and the pivoting member is pivotably mounted to the cargo bed with an over-center spring bias such that pivoting member is urged either into a first locking position or a second unlocked position, the locking tang operable for selectively engaging the notch of the notch plate to secure the pivot arm to the cargo bed when the pivoting member is in the first locking position and when the pivot arm is in a partially extended position and the pivot arm is received by the receiving structure of the cargo bed, the reset tang located such that when the pivoting member is in the second unlocked position and the linear actuator and the pivot arm are in the retracted position, the distal end of the pivot arm contacts the reset tang when the cargo bed is translated away from the sub-frame thereby causing the pivoting member to pivot from the unlocked position to the locking position, such that when the cargo bed is remounted to the sub-frame and the tilt mechanism is moved from the retracted position to the partially extended position wherein the pivot arm is received by the receiving structure, the locking tang is received by the notch of the notch plate such that the pivot arm is secured relative to the cargo bed. 